Motor-vehicle frame



July 28, 1925.

( L.. H. PCMEROY MOTOR VEHICLE FRAME Filed Feb. 10, 1921 4 S'heetsSheet' 1 f July 28, 1925. v

L. H. POMERCY MOTOR VEHICLE FRAME Filed Feb. 10, 1921 4 Sheets-Sheet 2 l' Mlllllllhll L. H. POMEROY MOTOR VEHICLE FRAME July 28, 1925.

4 'Sheets-Sheet 4 Filed Feb. lO, 1921 l Jllll Patented July 2s, 1925.

UNITED STATES y PATENT 1AOFFICE.

LAURENCE H-ENR-Y POMEROY, 0F CLEVELAND, OHIO.

' uoronfvnnrcnr. nam

. v Application, led February 10, 1921. v Serial No. 443,768.

`T0 lall inkom z't' lmay concern:

Improvements in Motor-Vehicle Frames, of

whichthe following is a specification, reference being had therein to the accompanying drawin Y v v The invention relates to improvements in chassis frames for motor vehicles.

One object of the invention is to reduce the weight of such frames in relation ,to

their strength and rigidness. I

A further object, ancillary to the -irst' object, is to `produce fa frame in which the metal is disposed in accordancewith the stresses to which the diii'erent parts are subjected in use.

Another object, which also is more or Aless d ancillary to that first mentioned, is the production of Va frame having fittings, such asspring horns,bosses and supporting brackets, made integral therewith, -thereby reducing both the weight andthe cost of the frame.

vAnother objectv of the invention is the provision of a form ofconstruction that 'can successfully be cast of suitable light weight metals,jsuch as aluminum or magnesium alloys. f

Another object of thev invention is the provision of a sectionalform of construction that facilitates handling and machining as well as the casting of the frame.

Other objects, some o f themincidental or ancillary to the foregoing, and the manner of realizing all ofthe various objects will i appearin the following description, setting of the left si e rail of the frame.

forth in connection with the accompanying drawmgs, ao preferred embodiment ofthe invention. l

In the drawings, Figure 1 is a plan view of a Apreferred form ofmy improved frame,

parts of the structure being broken away.

' Fig. 2 is Ia side elevation of the same.

Fig. 2* is an enlarged fragmentaryY side elevation of the'lower part of one vof the frame joints. v p 4- f Fig. 3 is alan view of the front sect1on Fig. 4 is an inside elevation of said section.

' Fig. 5 is a rear'end elevation of said see- Ytion of the' left side rail of the frame.

11- is an inside elevation of said' .-1

Fig. 6 is an enlarged section on the line 6-.6, Fig. 4.` f

Fig. 7. lis an 7-7,'Fig. 4. Fig. 8` is an enlarged section 011v the lineA enlargedv 'sectionv on the l1ne Fig. 9 is an'enlarged section on the line .f

9 9, Fig. 4. v

Fig. 10 isa plan view of the middle sec- Fig. section. v

Fig. 12 is a rear end elevation of said p section.

Fig. 13 isa front end elevation of said section.

Fig. 14 is ari-'enlarged section on the line Fig. 15 1s an enlarged section on the line 15-15, Fig.. 11. Y

Fig. 16 1s a plan view of the rear section of the left side rail of the frame.

Fig. '17 is., Van inside elevation `of said section.

Fig. 18 is a front end elevation-of said section. l

Fig. 19 is an enlarged section on the line 1e-19, Fi 17..

Fig. 2O 1s an enlarged section on the line 20-20, Fig. 17.- Y

Fig. 21 1s an enlarged section on the line 21-21, Fig. 17. l

Fig. 22 1s an enlarged section on the line afa- 22, Fig. 17. y Referring in detail to the construction illustrated, the frame comprises left and right side rails designated in .their entireties by the numerals 1 and 2, respectively, these side rails being connected by transverse members 3, 4,15, 6 and 7. vSince the side rails are similar; except for the fact that they arel made opposite, or right and left, and thatv the left rail hasone feature' notl wwb the right rail, a detailed description of t e left rail will sulliee for both. .l The side railis formed in three sections, namely, a front .section 8 a middle section,1 9 and a rear section 10.'

ably a suitable aluminum alloy. lAlummum alloys of various compositions suitable for alsy looA

nach of these ctions is cast of a light weight metal, preferthis purpose are now known and my invention, of course, is not limited to any particular metal. However, an alloy which I haveposition: copper, 3%; zinc, 7 to 8%; iron, 1%; balance aluminum. An alloy of this composition, in the sand cast state, has a tensile strength of about 28,000 pounds per sq. in. and an elongation of about 6%. This combination of comparatively'high tensile strength and high duotility makes the metal Well adapted for a structure that must sustain stresses such as those to which an automobile frame is subjected. In addition, the alloy has good casting and machining qualities. While, as -stated above, the invention is not limited to this particular alloy, it should be noted that the alloy used should have an elongation, in the sand cast state, of not less than 3%; and of course it is desirable that it have as great tensile strength as possible. j

The front frame section, as shown by Figs. 3 to 9, has its rear part cast with a channel cross section whileits forward part is given a box cross section, the channel section merging gradually at 11 into the box section so that sudden variation in the cross-sectional area and the strength of the rail is avoided. At its front end, the section 8. is formed with an integral spring horn 12 which is suitably apertured to receive the spring shackle. Just back of the spring horn 12 the section is formed with an apertured boss 13 to receive the end of the transverse frame member 3. At 14, the inside Wall of the section 8 is formed with a seat to receive the end of the transverse frame member 4. At 15, the section 8 is Jformed with an apertured boss to receive the shackle of the rear end ot one of the front springs of the vehicle, lthe construction at these bosses being strengthened by ribs 16. 17 isa cylindrical boss cast integral with the section 8 adapted to serve as a support for a part of the steering gear of the machine. 18 1s an engine supporting bracket cast integral with the section" 8, the rail at this point being given a box section, as shown in Fig. 6, to afford adequate strength. At its rear end, the rail section 8 is formed with a transverse flan e 19 which is strengthened by ribs 20 an provided at its top with a bolt aperture 19a and at its bottom with a pair of bolt apertures 19".

The middle section 9 of the left rail is formed for the most part with achannel cross section. At itsront end, the section 9 is formed with a transverse flange 21 strengthened by ribs 22 and formed with bolt apertures 21a] and 21"' which register with the apertures 19a and 19", respectively, of the section 8. A bolt 23 in the apertures 19, 20xi and a pair of bolts 24 in the apertures 19, 20b serve to rigidly connect the sections 8 and 9 together. The bolts 24 are preferably provided intermediate their ends with f collars 24'L which rest in countersinks formed in the apertures 19", 21". These collars serve to relieve the bolts in a large measure from shearing stresses. At 25, the section l9 is given added strength by being formed with a box cross section and the inside wall of this box section is formed with a seat 26 to :receive the end of the transverse Jrame mem- The rear section 10 of the rail is formed y in its forward part with a channel cross section and 1has at its front end a transverse flange 29 formed with top and bottom bolt apertures 29EL and 29?J which register with apertures 27 and 27", respectively, to reyceive securing bolts 30 and 31, the bolts 31 being provided with shear-resisting collars, as in the case of bolts 24. Near the front end of the section 10, it is formed with an` apertured boss 32 to receive the shackle of the front end of one of the rear springs of the vehicle. The section adjacent the fiange 29 and the boss 32 is strengthened by ribs 33, 34, 35 and 36. The rear part of the rail section 10 is formed with a box cross section which merges gradually at 37 with the channel section. The box section is Jformed with an apertured boss 38 to receive the end of the transverse frame member 6. At its rear end, the rail section 10 is formed with a spring horn 39 and, adjacent said spring horn, with an apertured boss 40 to receive the end of the transverse frame member 7.

The transverse anges 19, 21 and 27, 29 constitute continuous integral connections between the vertical Web and the top and bottom anges of their respective rail sections and consequently the bolted butt-end joints between the rail sections are exceedingly strong as well as compact and neat in appearance.

In addition to forming parts of the side rail with box sections, to 1afford added strength Where desired, I make the bottom lange or wall of the rail thicker than the top liange or wall, as shown in the sectional views, the bottom flan e being in tension, when the frame is loa ed, whereas the top iange is in compression.

As above stated, the right rail 2 of the i frame is made o posite to the left rail except that the cylindrical boss 17 of the left rail is omitted.

The transverse frame members 3 and 7 are` in the form of round rodsfwhich can be made either of light weight metal or of steel, and `have their ends secured in the side rails by nuts 41 and 42, respectively. The transverse frame member 6 is in the form of a tube which also can be made either of light wei ht metal or of steel. It has its interior y threaded ends securedin the side i rails of the frame by threaded flanged plugs engineof the vehicle.

43. The transverse frame member 4 is cast of light weight alloy similar to that used for the side rails; of the frame andhas its ends formed to fit theseats 14 of the side rails to which it is secured by' bolts 44, 44. At 4, the member 4 is formed With an integral bracket to support the front end of the The transverse mem- -ber 5 is in the form of a tube with flanged ends which are fitted and secured to the seats 26 of the middle sections of the side rails by bolts 45, 45. This transverse mem- .ber` 5' is also cast of light Weight alloy.

By forming the side rails of my improved 'frame in a 'plurality of sections, preferably three, the operations of casting and machining and the handling of the parts are very greatly facilitated. Also, with the rails dividedA into three sections the rail joints are so disposed as not to interfere with the necessary transverse'frame members. At the same time, when the parts are properly fitted, assembled and connected, the resulting frame structure is exceedingly strong and rigid. I have found that it is possible to produce an aluminum alloy cast frame of'my improved construction that has a weight approximately one-half that of a pressed steel frame of similar strength and rigidity. The production of a frame equally as strong and rigid as a steel frame but only half as heavy and at a cost low enough to compete with. the steel frame, is a result due to the combined contributions of several diverse but essential factors. Of these factors, the more readily appreciated are the low specie gravity of the metal employed, the fact that, with castside rails, it is possible to distribute the constituent metaly closely in accordance with the stresses to which the different parts of the structure are subjected in usefand also the fact that superfluous metal is eliminated by the formation of ttings such as engine-supporting brackets,

spring horns, bosses and the like integral with the main frame members. But these factors alone are not enough; there must be present also certain combined characteristics that have comparatively recently become available in some of the light-weight allo s, namely, high tensile strength, hlgh' ductility or elongation and good high speed machin-- ing qualities. v v

No one of these latter characteristics alone will suice. Thus the light-weight metal may have high tensile strength, say 25,000 pounds to 30,000 pounds er square inch, and good machining qua ities, but if its ductility in the cast state is low it would be necessary in the production of an automobile frame to employ so high a factor of Ysafety that little would be gained in weight over the steel frame and the increased cost of the metal would be prohibitive from the stand int of commercial reduction. But with Ihigh ductility it is easible to use a relatively low factor of safety, the strains incident to abnormally high stresses that may rarely occur being accommodatedby plastic deformation of the metal without danger of fracture. l

Similarly, if high elongation be secured at the expense of the tensile strength of the cast metal, the weight and cost would rise to a prohibitive point.

Finally, the previously mentioned advan-v Weight alloys do not machine Well because of their tendency to tear or crumble under the cutting tool, but alloys are now available, such as that above described, which have very good rapid machining qualities combined with ample strength and ductility. The saving which I effect in the machine finishing of my frame parts, in comparison lwith the-corresponding costs in producing steel frames, is an essential factor contributing verymaterially to the commercial feasibility `of my improved frame.

I am aware that it has previously been proposed to make vehicle frames of cast metal, particularly of cast bronze, but the limpossibility of producing such a frame in .comercial 'competition With pressed steel frames, will .be apparent from what has been lim of the construction illustrated in carrying out the invention, the scope of the invention being indicated by the appended claims.

What I claim is:

1. A chassis frame for motor vehicles having side rails composed of a plurality of cast sections rigidly joined together and including front sections havin integral sprin horns and en ine-supporting'brackets, sai cast rail sections being formed of metal of low specific gravity in comparison with iron and an elongation in the sand cast -state of not less than 3 per cent. y v v 2. A chassis frame for motor vehicles having side rails composed of a pluralit of cast sections rigidly joinedv together an includ'- ing rear sections having integral spring horns and front sections having integral spring horns and engine-supporting brackets, said cast'rail sections being forme of metal of low specific gravity in comparison with iron and an elongation in the sand cast state of not less than 3 pier cent.

3. Inga chassis ame for motor vehicles,

isov

- and the front and rear sections being cast with integral spring horns and bosses and the front sections having integral enginesupporting brackets.

4. In a chassis frame for motor vehicles, the(combination of longitudinal side rails each of said rails comprising a plurality of sections cast of metal of low specific gravity in comparison with iron, joined together end to end and formed at their joined ends with main Webs, top and bottom anges and abutting transverse flanges each of which latter constitutes a continuous integral connection between the vertical Web and top and bottom flanges of its section, and bolts extending through holes in said transverse flanges and constitutin the sole means of securing the abutting rail sections together.

5. A chassis frame for motor vehicles, comprising in combination side rails each of which has front, middle and rear sections cast of metal of low specic avity in comparison with iron and rigidly joined toing cast side rails formed with channel crosssections except in certain parts, including the end parts of said rails, which end parts are formed with box cross-sections and taplered vertically Vtoward the ends of' the r3.1 S.

8. A chassis frame for motor vehicles havling in combination cast side rails formed with channel cross-sections, except in certain parts, including the end parts and middle parts of said rails, which are formed with box cross-sections, the said end ,parts being Vtapered vertically toward the ends of the and transverse members connecting them,`

gether end to end, and transverse frame,

members connecting the side rails.

6. AV chassis frame for motor vehicles comprising in combination side rails each Iof which has Jfront, middle and rear sections cast of metal of low specific gravity in comparison with iron and rigidly 'joined together end to end, and transverse frame members connecting each pair of correspondin rail sections together.

A chassis frame for motor vehicles havrails, and transverse frame members connecting corresponding box sections' of the said side rails. s

9. A chassis frame for motor vehicles having cast metal side rails made in part with crosssections of channel form and in part'v` with cross-sections of box form, the chanl. nel sections merging graduallyinto the box:

sections. o

10. A chassis frame for motor vehicles, comprising in combination side rails each of which has a plurality of sections cast of metal of low specic gravity in comparison with iron and rigidly joined together end to vend, and transverse frame members rigidly connecting .the side rails.

11. chassis freine for motor vehicles, comprising in combination side rails each of which has a plurality of sections cast of metal of loW specific gravity in comparison with -iron and rigidly joined together end to end, ysaid rails having sprin horns and bosses and engine supporting rackets integrally cast therewith, and transverse fraline members rigidly connecting the sido rai s.

Intestimony whereof, l hereunto aiiix my signature. j

LAURENCE HENRY POMEROY. 

